Internal combustion engine



. 1934- c. H. SERGEANT 1,979,711

INTERNAL COMBUSTION ENGINE Original Fil ed Feb. 115. 19:50 2Sheets-Sheet 1 INVENTOR 6720/65 Sergearzi AT RIQEY 1 -c.v H. SERGEANT1,979,711

INTERNAL COMBUSTION ENGINE Original Filed Feb. 15, 1930 2 Sheets-She et2 INVENTOR Umflesfl Sergeant Patented Nov. 6, 1934 PATENT OFFICEINTERNAL COMBUSTION ENGINE Charles H. Sergeant, Long Island City, N. Y.;Dorothea B. Sergeant administratrix of said Charles H. Sergeant,deceased Application February 15, 1930, Serial No. 428,581

Renewed April 24, 1934 9 Claims. (Cl. 12365) This invention relatesparticularly to heavy oil engines of the compression ignition type.

Special objects of the invention are to provide a two cycle engine ofthe type mentioned, which will be of simple practical design andconstruction, light in weight, efficient and powerful.

The foregoing and other desirable results are' attained by certain novelfeatures of construction, combinations and relations of parts, ashereinafter described and broadly covered in the claims.

The drawings accompanying and forming part of the specificationillustrate one of the many possible commercial forms of the invention,it

being understood that the structure may be modified as regards thisdisclosure without departure from the true spirit and basic scope of theclaims.

In the drawings, Fig. 1 is a broken vertical sectional view of an engineembodying the features 29 of the invention; Fig. 2 is a horizontalsectional view as on substantially the plane of line 22 of Fig. 1; Fig.3 is a broken detail of the lower portion of the valve sleeve.

The general design of the engine will be apparent from Fig. l, whichshows a cylinder 5 provided with three sets of air ports 6, '7, 8, inone side and at different points in the length of the same andsubstantially opposite sets of exhaust ports 9, 10, 11, said air andexhaust ports being controlled by a reciprocating sleeve valve 12 havingair ports 6', 7', 8' and exhaust ports 9', 10', 11'.

A piston of suitable design is indicated at 13 operating in the sleevevalve and connected by rod 14 with the crank 15.

The sleeve valve is shown as actuated in the present disclosure fromeccentrics 16 on the crank shaft at opposite sides of the crank byeccentric straps 1'7 pivotally connected at 18 with lugs 19 dependentfrom the sleeve at opposite sides of the crank. This is a simple andconvenient method for operating the valve sleeve with a lesser travelthan the crank throw, but other means of operation may be employed, ifso desired.

cylindrical valve 22 reciprocated from an engine driven shaft 23 andcontrolling pump cylinder ports 24, 25, to admit the compressed airthrough ports 26 into a header 27 connected by a suitable conduit 28with a scavenging manifold 29 in communication with all three sets ofscavenging and charging ports 6, 7 and 8.

The exhaust ports may be manifolded or no according to existingrequirements, the illustration showing the three sets of exhaust ports9, 10, 11, as opening into exhaust header 30.

The fuel is injected in the illustration by a nozzle 31 of suitabledesign set in the head of the cylinder. The head and upper end of thecylinder are shown as jacketed for water cooling, but it will beunderstood that any suitable method of heat control may be employed.

While it is of advantage for quick exhausting, scavenging and chargingpurposes to provide a series of radially grouped ports at the diiferentstations in the length of the cylinder, using relatively small narrowports, it will be clear that under certain circumstances, only a singleport may be provided at each station. This arrangement of a plurality ofports at each position in the length of the cylinder causes the air tofan out and traverse the entire cross section of the cylinder, forcingout the exhaust gases and fully charging the cylinder with air. For thelatter purpose, the pump or equivalent means is prefer- 5 ably designedto furnish an excess of air over the cylinder capacity.

The exhaust ports are shown as wider and as placed higher than the airports in both cylinder and sleeve, so as to open sufliciently ahead ofthe air ports on the downward movement of the sleeve toward the end ofthe power stroke of the piston. The air ports however open as soon asthe exhaust pressure is sufficiently reduced to prevent the possibilityof blow back into the air manifold and opening as they do at difierentpoints substantially in the full length of the cylinder, the air flow isparticularly effective to blow any lingering exhaust products across thecylinder and out the oppositely disposed exhaust ports. In theillustration, the air ports will close slightly before the exhaust portsin the up-stroke of the valve sleeve, but the relative timing may bevaried as seems best for different circumstances. The scavenging of thecylinder practically its full length and by flow directly thereacross,substantially its full extent, enables a quicker and at the same timemore complete and effective sweeping out of the exhaust gases.Similarly, the charging of the cylinder substantially full length isquicker and more complete than can be accomplished by simply admittingthe air into the head of the cylinder in accordance with the customarypractise.

What is claimed is:

l. A two-cycle internal combustion engine, comprising in combination, acylinder having exhaust ports in one side and scavenging ports in theopposite side of the same and said two sets of ports extendingsubstantially the full length of the cylinder to enable scavenging ofthe full length of the cylinder by direct flow across the bore of thecylinder, a power piston operating in the cylinder, a crank shaftoperated by said piston, a sleeve valve controlling the cylinder portsand ported substantially the full length of the cylinder to registerwith the cylinder ports, means for supplying scavenging air to thescavenging ports and means for operating the sleeve valve from the crankshaft and arranged onthe outstroke of the piston to register the portstherein with the ports in the full length of the cylinder to therebyeffect a flow of scavenging air across the bore of the cylinder the fulllength of the same, substantially at the end of the power stroke of thepiston.

2. A two-cycle internal combustion engine, comprising in combination, acylinder and a piston operating therein, said cylinder having exhaustports in the side of the same at opposite ends of the piston movementtherein and scavenging ports substantially opposite the cylinder portsat opposite ends of the piston movement, a sleeve valve controlling thecylinder ports and ported to register with said cylinder ports, ,meansfor furnishing a scavenging flow to the scavenging ports and means fordriving the sleeve valve to register the ports therein with the cylinderports substantially at the end of the power stroke of the piston tothereby effect scavenging flow directly across the bore of the cylinderand at opposite ends of the same at substantially the end of the powerstroke.

3.A two-cycle internal combustion engine,

comprising in combination, a cylinder having exhaust ports in one sideand scavenging ports in the opposite side of the same and said two setsof ports extending substantially the full length of the cylinder toenable scavenging of the full length of the cylinder by direct flowacross the bore of the cylinder, a power piston operating in thecylinder, a crank shaft operated by said piston, a sleeve valvecontrolling the cylinder ports and ported substantially the full lengthof the cylinder to register with the cylinder ports, means for supplyingscavenging air to the scavenging ports,

means for operating the sleeve valve from the crank shaft and arrangedon the outstroke of the piston to register the ports therein with theports in the full length of the cylinder, to thereby effect a flow ofscavenging air across the bore of the cylinder the full length of thesame, substantially at the end of the power stroke of the piston, andfuel injecting means operating independently of said sleeve valve.

4. A heavy oil compression ignition two-cycle engine, comprising incombination a cylinder having scavenging and exhaust ports in oppositesides of and extending substantially the full length of the cylinder 60enable direct scavenging flow across the bore of the cylinder,substantially the full length of the same, a power piston operating insaid cylinder, a sleeve valve controlling said cylinder ports and portedin accordance with the cylinder ports and means for driving said sleevevalve to register the ports therein with the cylinder ports,substantially at the end of the outstroke of the piston to therebyeffect a scavenging flow across the cylinder, substantially the fulllength of the same at the end of the power stroke and fuel injectingmeans operable independently of the sleeve valve.

5. A heavy oil compression ignition two-cycle engine, comprising incombination a cylinder having scavenging and exhaust ports in oppositesides of and extending substantially the full length of the cylinder toenable direct scavenging flow across the bore of the cylinder,substantially the full length of the same, a power piston operating insaid cylinder, a sleeve valve controlling said cylinder ports and portedin accordance with the cylinder ports, means for driving said sleevevalve to register the ports therein with the cylinder ports,substantially at the end of the outstroke of the piston to therebyeffect a scavenging flow across the cylinder, substantially the fulllength of the same at substantially the end of the power stroke, fuelinjecting means operable independently of the sleeve valve, a scavengingmanifold in communication with the scavenging ports of the cylinder andpump means connected to furnish scavenging air to said scavengingmanifold.

6? A heavy oil compression ignition two-cycle engine, comprising incombination a cylinder having scavenging and exhaust ports in oppositesides of the same and extending substantially the full length of thecylinder to enable scavenging flow directly across the bore of thecylinder, substantially its full length, a sleeve valve operating in thecylinder and ported in accordance with the cylinder ports, a pistonoperating within the sleeve valve, means for driving the sleeve valve toregister the ports therein with the cylinder ports, substantially at theend of the outstroke of the piston to thereby enable a scavenging flowequal to the full length of the cylinder and directly across the bore ofthe cylinder, substantially at the end of the power stroke, fuelinjecting means operable independently of the sleeve valve and means forfurnishing scavenging air to said scavenging ports.

7. In a two stroke cycle internal combustion engine comprising a piston,a cylinder wherein said piston is reciprocable and having in the wallthereof longitudinally spaced transversely aligned intake and exhaustports, and a sleeve disposed between said cylinder and said piston andmovable relative to the latter for simultaneously opening said ports atthe end of the power stroke of said piston, whereby to allow oftransverse scavenging of said cylinder through its length, said sleevehaving therein ports for alignment with said first ports.

- 8. A' two stroke cycle internal combustion engine comprising incombination a crank shaft, a hollow cylinder having in.the wall thereofon one side longitudinally spaced openings, a compressed air chamber atsaid openings, said wall having therein and transversely aligned withsaid first openings second openings, an exhaust manifold at said secondopenings, a piston disposed in said cylinder for operating by saidshaftfa sleeve movably disposed between said piston and said wall fornormally closing said aligned opentions of said second openings are outof alignment with said first openings, whereby to facilitate initialmovement of exhaust gases to said manifold for pressure reduction beforeopening said first openings.

CHARLES H. SERGEANT.

